Audi RS5

S5 history dates back to Audi's launch of its first generation A5 Coupe and the subsequent need for a serious performance version.

That was satisfied by the original B8-era S5 Coupe, introduced in 2007 and initially powered by the Ingolstadt brand's charismatic but thirsty 344PS 4.2-litre V8.

That engine was replaced by a less memorable but more efficient 333PS supercharged 3.0-litre V6 in 2013, by which time the S5 formula could also be replicated with Cabriolet and 5-door 'Sportback' body styles. All these S5 variants were desirable without being really definitive, an issue that the launch of the second generation F5-era A5 model line in late 2016 gave Audi's engineers a chance to address.

They called what was on offer here an 'intelligent evolution', but in actual fact, this MK2 model was completely re-designed from the ground up.

A completely new turbocharged 3.0-litre V6 TFSI engine developing 354PS was bolted to a lighter, stiffer MLB chassis.

As was a new 8-speed Tiptronic set-up that worked with a more driver-orientated version of Audi's quattro 4WD system.

All four elements were tuned to create the kind of really driver-orientated feel that was previously missing.

Plus it was all matched to state-of-the-art cabin quality, class-leading media connectivity and the possibility of using over thirty separate driving assistance systems. The result for S5 buyers was a powerful package that as previously, was offered in both 'Sportback' and Cabriolet body styles as well as in a Coupe guise and was aimed most directly at premium rivals like BMW's 440i and the Mercedes-AMG C43.

The kind of car, in other words, for people who want to go very quickly in a car from this period but can't quite stretch to - or perhaps don't either want or need - the race-tuned performance of an M4, a C63 or indeed Audi's own 450PS RS 5.

A considered choice then - and potentially a very clever one.

The S5 Cabriolet was introduced in 2017.

There was a subtle facelift for the S5 range in 2020, at which point the S5 Cabriolet was dropped and the S5 Coupe and S5 Sportback switched to a 347PS 3.0 TDI diesel engine with 700Nm of torque.

Which then took this design through to the end of production in 2024, after which it wasn't directly replaced.

But the S5 badge lived on in 'saloon' (five-door) and Avant versions of the new generation MK3 A5.

As ever, Audi was extremely subtle in the aesthetic changes that differentiate this S5 from any ordinary B9-era A5 model from this period.

Certainly, if it weren't for the 'S5' badgework, you'd have to be something of an Audi product expert to tell this car apart from an ordinary 'S line'-trimmed version of the standard A5.

There was the option of either five-door 'Sportback' hatch or Cabriolet S5 body styles as an alternative to the popular Coupe, and all three variants seized the opportunity offered by this model's sophisticated MLB Evo platform to offer buyers a slightly larger car than before. Inside, you'll need some guidance in the elements that set this S5 model apart, since they're not too easy to spot at first glance.

The three-spoke sports steering wheel is bespoke.

And another unique touch lies with the brilliant 'S' Super Sport nappa leather-trimmed seats that feature a lovely quilted finish and pronounced side bolsters.

Otherwise, apart from lovely alcantara trimming on the doors and a few elements of S-branding, the ambience is exactly as it would be in any plushly-specified A5 model.

The 'Virtual Cockpit' digital instrument screen was initially optional, but standardised as part of the 2020 facelift.

This replaces the entire instrument binnacle with a 12.3-inch LCD colour monitor and has a layout that's fully digital and customisable, with smart 3D graphics and highly detailed effects.

Anything this set-up can't tell you will almost certainly be covered by the slimline MMI infotainment display that dominates the top of the dashboard.

Initially, it was 8.3-inches in size on this model, but a larger screen arrived with the 2020 facelift. Buyers in search of a two-door design tend to transport adults in the back very infrequently but when the need does arise, the S5 Coupe can improve a little on the claustrophobic quarters provided by some of its closest rivals.

The boot gained 10-litres in size with this second generation model's longer design and was the largest in the segment at 465-litres.

If you use the overhead latches to completely push forward both outer sides of the rear backrest, you'll free up a nearly-flat area that gives this car a surprising amount of practicality.

You also get this flexibility with the S5 Cabriolet - and you'll probably need it there because with that body style, the boot is just 380-litres in size.

The S5 Sportback, in contrast, offers a 480-litre boot, extendable to 1,300-litres in size if you push forward the rear seat back.

Please contact us for an exact up-to-date valuation.

Most owners in our survey seemed happy.

We've heard of gearbox problems, seat backrest faults and suspension issues, so check all these on your test drive.

The steering rack can experience electrical and mechanical failure and might be noisy too.

The most reported faults related to interior trim and non-engine electricals.

Look out for bodywork scrapes and kerb damage to the large alloys.

We've had some reports of issues with wear to the side bolsters of the leather seats, as well as squeaking front brake pads, so it's worth looking out for both of those.

There were a few issues with the car's infotainment system, with phones not connecting properly and flickering screens being the main problem.

Rattling parcel shelves and buzzing interior trims were also reported.

The DSG automatic gearbox should be checked to make sure it's had a regular oil and filter change, as should the quattro four-wheel-drive system. Many A5 Coupes will have been company or lease cars and, as a result, you should check the condition of the bodywork carefully.

The high-quality fit and finish of an A5 also makes it an ideal candidate for clocking, so ensure the history is absolutely verified.

(approx based on an S5 Coupe 2018 3.0 TFSI - Ex Vat - autodoc.co.uk) An oil filter costs in the £4-£15 bracket.

An air filter's in the £13-£20 bracket.

Front brake pads sit in the £28 to £71 bracket for a set; for a rear set, it's around £20-£43.

Front brake discs sit in the £41-£78 bracket; for a rear pair, you're looking at around £40-£65.

Starter motor prices vary widely - from £55-£413, depending on brand.

As do costs for an alternator (anywhere in the £186-£687 bracket we found).

So, what's it like? Well, if you happen to be familiar with the previous generation pre-2016-era S5 model, you'll find that this car feels brisker right from the moment you power away.

62mph from rest is dispensed with in just 4.7s in both Coupe and Sportback versions of this S5, with the Cabriolet model taking only a fraction longer, and the car has to be artificially restrained at 155mph to please the German Green lobby.

In the earlier 2016-2020-era B9 models, this all came courtesy of a 354PS 3.0 V6 TFSI petrol engine, a unit that dispensed with the supercharger used by later versions of the previous generation S5 in favour of a more efficient turbocharger.

Another thing that changed with this original B9-era S5 was the transmission.

Because the Porsche-developed petrol engine puts out a hefty 500Nm of torque - 60Nm more than the old 8T/8F-era model - that previous S5's 7-speed S tronic dual-clutch auto gearbox had to be replaced by an 8-speed Tiptronic unit, but this set-up's impressively quick-reacting and smooth.

That gearbox was also used by the 3.0 TDI diesel engine that replaced the petrol unit in the facelifted B9-era S5 Coupe and Sportback models that arrived in 2020.

This used an MHEV mild hybrid system and developed a hefty 700Nm of torque, accelerating to 62mph in under 5s. Whatever kind of F5-era S5 you choose, not so good is the steering (it lacks that crucial final enth of feel) and the lowered 'S' Sports suspension will be rather over-firm for some, though you can improve it if you get a car whose original owner paid more for a 'CDC' 'Continuous Damper Control' system that can be tweaked via the settings of the standard 'drive select' driving dynamics system.

As well as also altering steering weight, throttle response and stability control thresholds, the 'drive select' modes can also influence the 'sport differential' system (another option from new), which constantly varies the amount of drive to each of the rear wheels for extra cornering traction.

You could drive this S5 for the whole of its motoring life without suspecting the beast that lies beneath its bodywork.

Some owners will - and that's a pity for this Audi's split personality can with this B9-era model also promise a remarkably agile driver's car - and a devastatingly quick tarmac cross country tool.

As before though, if you want a sporting model of this sort to be some sort of dynamic hooligan, some sort of junior BMW M4, you'd probably do better looking elsewhere. A typical S5 owner is really above all that sort of thing.

He - or she - doesn't want the thrill-a-minute nervousness of an M4, a C63 or even Audi's own RS 5 - and isn't looking for a car that will replicate that with slightly less power for slightly less money.

So, the Ingolstadt brand here delivered to that brief.

Unless you do something stupid, this car won't introduce you to any sort of fear factor.

Instead, it offers speed you can control confidently and extra traction that's telling in the kind of conditions that so often characterise this country.

Would you take it on a track day? Almost certainly not.

Would you enjoy a high speed trip through the Alps in one? Absolutely yes. In summary then, the S5 in this guise finally found the right balance between speed and sensibility.

If we had to own a car for a week from this segment from this period, it wouldn't be the one we'd choose.

If we had to choose one to live with though, it'd be difficult to resist.

Audi's S badge always delivered a special experience.

Here, it's a properly sporting one too.